Resilient engine mounting



June 24, 1930. R. sARDgsoN ET AL 'RESILIENT ENGINE MOUNTING r Filed Aug. 3, 192'! 2 sheets-sneet- 1 lo/olCl RM mm .ww mr m m FRAN/1J. AA/1ERE J N 5X A l ORSER mid- Patented June 24, 1930 .PATENTloFFIcE BGBEBT SABDESON, IBANKJ. LA

MERE, Nn JOHN consuls, or mNNmroLrs; xrNNnsora nnsrnnmr ENGINE iromsrrnsrel Application med August 8,

This invention relates to improvements in engine mountings particularly en 'ne mountings for automo iles, the main ob] ect being to provide means for resiliently supporting the engine upon its frame ina manner to prevent the usual shocks and vibrations of the engine from being transmitted to the car-chassis, and, at the same time, substantially eliminating the usual rotative or rocln'ng action of the' engine, which commonly exists when the engine is mounted upon the usual type of resilient mounting. It will be understood that the high spe d vibration is principally caused Aby unequalaxcelerative lbrces ofthe reci rocating parts, particularly the top and ottom portions of the strokes. The present invention makes use, of resilient elements arranged to be relatively flexible in direction of vibratory motion, but further arranged tobe relatively stiff in other directions, such as rotative or rocking motions, said elements being l placed in certain spacedrelations to oppose suchrotative motions, caused by engine im. pulses. To those who are familiar with four cylinder automobile engines, itis well known that vibrations are set up by' the reciprocating parts whih are not only injurious to the chassis and body of the automobile, but which also disagreeably affect the passengers. By properly connecting the motor to the chass1s,how ever, it is possible to have the engine absorb substantially all of these vibrations Within itself, and thus, prevent transference ofthe vibrations in the mannerabove mentioned. Various means havev been employed in. an sittempt to prevent transference of the vibrations, but al1 havebeen found objectionable particularly because when the engine is laboring, a twisting or rocking motion is given'l thereto. In certain multiple cylinder engines, particularly those of six and'twelve cylinders, there are theoretically no unbalanced forces s'uiicient to cause the motor to exert noticeable vibratory forces upon its mounting. In

actual practice, however, there is always some vibration set up dueto lack of mechanical perfection, but such vibration ordinarilyocf curs at such-high frequencies 'that it hasmore `laminated. and non-'laminated types..

Objects, advantagesand 1927. Serial No. 210,838.

the nature of sound. The present invention has been found of Value in preventing the transmission of these hi h frequency vibrations to the car body, an its re'slstance to the rocking forces set up in all engines is of value regardless ofthe number yof cylinders.

he present device broadlyl provides a resilient engine -support and mounting relative-l ly free to move in a predetermined path, but having a marked resistance to motion in all other directions. It is particularly desi ed to r'esist all rotative or rocking motion o the engine, and, while vertical motions are allowed, lateral 'motions are allowed only in a very small de ee. v

Features o the invention include the arrangement of the springs in different planes; their aligned arrangement in direction transverselylr of the chassis and engine; their aligned arrangement in direction parallel with the long dimension of the engine andy chassis; the arrangement in parallel super- 'posed relation; the arrangement of the arms ofa iven'springfin' vertically spaced superpose relation; the arrangement 'of thearms of a: given'spring in vertically spaced but nonfsuperposed relation; the arrangement of the arms of the spring in vspaced relation upon a line which is at an angle to the vertical; the arrangement of the elements within the side rails of the chassis; the arrangement of the elements laterally of the side rails of the chassis,'and extending` above and 4below the same; and,generally, to'r all the details of construction' including the'use of springs of features of the inventionare clearly set forth in the following description of the drawings forming a part of this application and in said-drawings:

Figure 1 isa vertical transversesection through a chassis showing an engine mounted in accordance with the teachings of ths'in-A vention, and further illustrating, how the rocln'nglvibration in an engine isdeveloped; 95

Figure- 2 isan elevationfrom the outer side ofthe chassis, partly broken away to show the: improved connections;

Figure 3 is a fragmentary view showing a modification-in which laminated elements are -30 through the chassis further illustrating the used, and in which the 'elements are arranged with their` long dimension perpendicular to the long dimension of the chassis and enme;` .gFigure 4 is a view similar to Figure 3 in which single elements are used;

Figure 5 is asimilar view showing-laminated springs composed of three elements;l

. Figure 6 is a View similar to- Figures 3, 4 and 5 but showing a type of sprin-g which simulates the ordinary leaf spring;

Figure 7' is av plan view with the springs .arranged incorrespondence` to the arrangement shown in Figures 3, 4, 5 and 6;

5 Figure 8 is al vertical transverse section through the chassis showing a mounting in which fQur single spring'elements are shown, each pair on opposite `sides of the engine l being aligned transversely or perpendicular to the long axis of. the engine and chassis, the

springs being connected at the outer side of the side rails of the chassis;

Figure 9. illustrates how the springs can be connected Iwhen the vertical height between their elements is greater than the corresponding dimension of the side rails, the

,v ype of spring here used being similar to that shown in Figures 1 and 2;

Figure 10A is a vertical .transverse section construction of Figure 9;

1 Figure 11 is a vertical transverse section through thechassis showing a modification .in which singlesprings are used, a pair vertically superposed and spaced on each side of the engine, and extending in a direction subjstantiallyparallel with the long axis of the engine; Fi re 12 is a side elevation partlyin section and further illustrating the construction of Figure 11; andV 'l Figure 13 illustrates how the springs are larranged when the major axis of the vibrato'ry path of the motor is not vertical, or is not exactly .parallel to the direction `of'pist0ntravel. Y Vibratiqnsdue to latera1 rocking motions of the engine aredevelo ed in the following `-manner `(see '.Figure 1 The gas acting downwardl. i on the' piston as indicated at G' isk resisted y the rod R and by the lateral thrust of the piston with the cylinder. Inasmuch as action and' reaction are equal under these conditions, there isa force de i -veloped which tends to rotate the engine. A

series of successive powerstrokes often results in rocking the engine violently. Thisl is mostnoticeable asthe frequency ofthe engine impulses approaches the natural peing. It occurs mostly at slow speeds on modern automobiles.

Fi e -1 shows that Athe `piston moves through the to half of the stroke while'the crank moves t rough the points A, B, C.

`riod ofvibration of the engine on its mount- A, this latter distance being considerably greater than the distance A, B, C. Since the A crank travels at approximately uniform speed during the cycle, it is apparent that the Aaccelerative forces are highest on the top half of the stroke. AAt high speeds they are procylinder engine two pistons on the top stroke are opposed by two on the bottom, alternately, it is evident that there are unbalanced forces which setup a considerable vibration. This portionately increased, and since in a four l vibration is largely in the direction of piston travel. However, its direction may be modied by other factors such as offset cranks, lackl of balance in moving parts, etc., see Figure 13. The direction of vibration can be determined by recordinginstruments.

The numeral 1 designates the side rails of an automobile chassis. The numeral 2 generally designates the engine 'or engine base, having horizontally arranged extensions/3. In the form shown in Figures 1 and 2, the resilient supporting elements are arranged within the side rails 1, and extend 'generally in a direction longitudinally of engine and chassis.- Two dierent forms of the spring are shown, both having a vertical portion 6 to which a corresponding engine under cer-tain conditions to use different forms of the spring for a given, mounting, while under other conditions it is best to use springs of the same form. 'It will be noted that two forms of springs shown in Figure 2 differ only in that in one instance the two horizontal arms 5 extendin the same direction while in the otherinstance the two arms f7 (corresponding to arms 5)1 extend in oppo- .tached at their terminals by means of bolts L10. Bolts- 11 are used to make the attach- -ment of the extension 3 with the vertical portions 6.

The arrangement of the arms 5, (see Figure 2). is one which permits a reduction 1n length of the spring element. 'Therefore,. .the arms 5 are-.arranged in the mannerdiiering from thmarrangement iis-the arms 7 to reduce the *length of thev spring. lBoth springs vhave substantially the same resilient.

action, .or resilient characteristics. It will be noted that eachspring provides spring :.95 v extension 3 1s attached. It 1s advantageous elements in diierent planes, in this instance vertically spaced planes.

It will befurther noted that there are two` springs each having arms5, one of these springs-being arranged at each side of the engme. springs each having elements 7, one of these springs being arranged ateach side ofthe Likewise there are two .pairs .of4

engine. In the present illustration, there- 'springs of one side does not necessarily have to be the same as the corresponding space for the springs of the other side. In general,

however, it seems best'to support the `en 'ne at four points substantially as shown inj i'gure 7, although this gure shows the long dimensions of the springs aligned transversely of the chassis and ofthe engine, while in Figures l and 2 these 'springs are substantially parallel tof the long dimension of' the chassis and engine.

' By an inspection of Figure 2, it will -be seen that the engine cannot rock in any lbut ,negligible degree, becauseto obtain such a rocking or twisting motion, 'the vertically spaced elements 5, 5 7, 7, O t'the'reSiIient elements would have to be flexed in edgewise or horizontal direction. However, A. the arrangement of the springs with`relation to the engine base is such that they are relativelyl 'rigid in opposing this action, so that very little or no rocking or rotating action c"a11 take place. It will further lie vobserved that this result is obtained no matter where the center ofl rotation is taken. f Furthermore, the arrangement will oppose itching of the engine as when the car is trave ing on a rough road. Under the latter conditions, the action is not opposed by an edgewise flexure 'of the springfbut by a direct endwise stress. These springs can be 'ofvarious types and can be mounted-diderently, so that they may be arranged to meet all the vario-us conditions encountered in this work. It is-contemplatedto mount single cantilever springs at different points of the supi'port, and at di'erent levels. v"This latter type of mounting need not be used at all points of support but at, one yor more points. If this latter l form of mounting is used at all points, four,

or the support' for th/e engine, then the engine continues toserve in some de ee as a.

chassis stiiener just as it is when vit 1s mount-` ed in the ordinary substantially rigid manner. Although the discussion has 'been centered on engines of the four cylinder type, the improved method of mounting'ihas been successfully used o n -other types having a greater number of cylinders.

In Figures3, 4, 5 and 6 there have been illustrated forms of mounting composedof straight iiat springs arranged to take care of the special conditions. Asshown in these figures, the springs are. flat and are' horizon- Y tally arranged andextend substantially in a.

direction perpendicular to the long axis of the engine, see Figure The spring elements are also supposed to be arranged as shown in Figure 8 and these igure's are. drawn in a manner to sug est this arran ement, notwithstandin the act that each gure shows a modificatlon. This form` is used when the installation requires short length springs, in Figure 3 twosuperposed. laminations are used, in Figure 4 a single length is shown while in Figure 5 .three laminations are used. Figure 6 illustrates how the degree of resiliency can be varied by using a series of laminations of different length. In any instance, whenthe springs are arranged in substantially vertically superposed parallel relation, substantially as shown in `Figure 8, the rotative action, or thetransference of vibrations from the engine to the frame are substantiallyprevented, The Y illustration of Figures 7- and 8 correspond substantiall to that `shown in Figure 4, but

herea sing e thickness short`length spring vantageous 4in that the greater the vertical spacing the more efficient the device will be in preventing rotative or rocking motions of the engine. p p

The advantage gained in the forms of the invention shown in Figures 9 and 10 is that the vertical height a between the upper and lower elements of the springs can be increased to the desired. degree over the vertical height b of the side rails of the chassis. The increase of vertical height resists to greater degree the rotative or rocking motion about any center of oscillation of the engine. By the teach'-y ings set forth herein, such rotative or rocking motion is resisted no matter where the center of oscillation of the engine may be, or no matter where the springs are placed in regard to the center of oscillation. 'Y

In carryingout the arrangement shown in Figures 9 and l0, brackets 30 are used, which are suitably attached substantially as shown.

Upon thesebrackets the spring elements 31 and 32 are mounted. As shown in Figure 9,

two lbrackets 3() have beenused, onefor each' A tially similar to th'ose shown in Figure 2, and

the method of mountingis substantially thel same. The only substantial difference is that the more elongated' vertical"v portion 6 -of that Aspring whichf has its arms parallel, is arranged nearer instead of 'farther Jfrom its.

'companion supporting element on the same side. Plates 34, as extensions of the engine,

are used in this instance to connect legs and- In igures 11 and '12 another modilicap tion has beenshown vwhich strap-like springs are horizontally arranged in superposed parallel relation each spring being spaced by suitable bloc s, or equivalent devices, from the corresponding flanges of the -side rails, and being terminally connected thereto by such means as bolts 36. The spacing blocks are used in this instance in a manner similar to that shown in the other modilications. The engine legs 38 are in this instance arranged between the spring elements 35 at a point intermediate the points of connection of the. elements 35 with the frame.

The structural advantages of the form shown in Figures 11 and 12 are that a less number of bolts are necessary, and that it is easier to establish alignment in drilling than in the case where two bolts are used to terminally connect the springs, for instance, as shown in Figure 2. This possible mis-alignment of the bolt openings in longitudinal direction, would throw .the springs in lateral direction so that they could not be so easily connected with the engine. The reduction in number of drill openings and of parts reduces assembly costs to a minimum. It is to be understood, however, that the springs may be connected in any suitable manner, the most important feature of the invention residing, of course, in the particular arrangement of the sprin elements, whereby the-usual tendency of t e en ine to lrock upon its mounting, when labor1ng,"will be substantially eliminated, While natural vertical motion of the engine is permitted within a limited degree.

In many cases it has been found that the major axis of the vibratory path which the engine describes, is not vertical, nor exactly parallel to the direction of piston travel, as indicated by line e, Figure 13.` Inthis case it has been found desirable to incline thev resilient connectinvelements or springs in 'body,

the manner shown y line f, so that their direction of greatest flexibility will more nearly coincide with the direction or path through which the engine tends to move, due to its unbalanced forces.

If a body is supported by two springs spaced apart and of such,construction that they are relatively ilexible toward or away from each other at point of attachment to the right angles thereto, it will be evident that the body may freely rection and that rotative or horizontal movements will be minimized. Moreover, the springs may be placed so that they are not in the same horizontal plane, or in a direction transversely to the action of the engine.

y' as not. to transmit In the practical application of this invention t the mounting of an engine upon a chassis, it is desirablev that the engine, if of the vertical type, be free for vertical movement so its most effective vibrations to the vehicle. onespring should be placed above or in a and relatively stiff in a direction at vibrate in a vertical di-4 Under some conditions, v

resilient connections between them, compris-l ing spring elements arranged in vertically spaced substantially parallel relation.

2. In combination, a chassis, an engine, and

resilient connections between. them, comprisi ing spring elements :arranged in verticallyspaced pairs. l

3. In combination, a chass1s, an engine, and resilient connections between them, comprising Hat spring elements horizontally ar,

vso

ranged in vertically spaced pairs at front and rear of and on both sides of the engine.

4. In combination, a chassis, an engine, and

connections between them arranged to resist.

motion of the engine except in, substantially a: vertical direction, saidI connections. being composed of springs vertically spaced.

5. In combination, a chassis, an engine, and connections between them arran ed to resist motion ,of the engine except in su stan-- tially a verticall direction, said connections being composed of flat springs horizontally arranged and substantially vertically spaced in superposed relation.

6. In combination, achassis, an engine, and connections between them arranged to resist motion ofthe engine except in substantially a vertical direction, said connections being composed of springs horizontally arranged in vertically sides of the engine.

7. In combination, a chassis, an engine, and resilient connections between them, comprising flat spring elements horizontally arranged, in vertically spaced pairs, at oppo- -site sides of the engine.

8. In combination, a chassis, an engine, and resilient' connections between them, the connections comprising iiat elements having their cross-sectionally long dimension arranged at anV angle to the. longitudinal axis of the engine, said elements being verticallyspaced.

9. In combination, a chassis, an engine,

and connections between them arranged to resist motion the engine except in substanspaced pairs on opposite,

tially a `vertical direction, said connections being composed of flat springs horizontally arrangedfand vertically spaced.

10. In combination, -a chassis, an engine, and, connections betweenA them arranged' to resist motion of the' enginey except in substantially a` vertical direction, said connections being composed of fiat springs arranged in vertically spaced substantially parallel relation. 1

' 11. A chassis, an engine, resilient elements securing the chassis the engine, said elements having portions arrangedy in vertically spaced relation in a manner to permit their free movement with respect to the frame and each other, the portions being connected to the chassis, and the enginebeing connected to the resilient elements at points intermediate their points of `connection withthe chasis.v

12. v A chassis, an engine, resilient elementssecuring the chassis to the engine, each element having two portions arranged in verti.

cally spaced relation ina manner to permit their free movement with r to the frame 4 and each other, each portion ing separately connected tothe chassis, and the engine being connected to 'each element at a lfiointdintermediate' the connectmg points o 'sai o1'- ranm m1,. P

1. anengine, t securingthechassisto engine,ea spnnghavon in a manner to permit their free movementwithrespectto the frame and each other, the portions being separately connected to the and the engine being connedzad h to each spring at a point intermediate the Y points of connection of the spaced portions Y with tie chassis. el

14. chass|s,' an engine, resilient emenis securing the chassisto the each Blement portions an' I; u in vertically spaced relation in a manner to permit their free movement with r r to the frame and each other, the `portions` l separately connected to the' chassis,'and te engine being connected to each element at a point intermediate the points of connection of the spacedv portions with the chassis, the lattaching points of the portions of the being 40 aligned in a direction making a slig t angle with the vertical plane.

15. A chassis, an engine, resilient elements securing the chassis to the en e, each element having portions arrange in vertically spaced relation in a manner to permit their free movement with re ect to the frame and each other, the portions eing separately connected to the chassis and the engine being Y connected to each element at a point intermediate the points of connection of the spaced portions with the chassis, the attachingalploints 'gned of the portions of the springs being in a direction maln'ng a slight anglewith the vertical plane, and said portions extending in a direction substantially parallel with the lo 'tudinal axis of the engine base. In witne whereof, we `ave hereunto set our hands this 29th day of July, 1927.

ROBERT SARDESON. s FRANK J. LA MERE. 

